Automatic train-pipe connector.



APPLICATION FILED DEC. 26, 1911.

Patented Oct. 14, 1913.

2 SHEETS-SHBET 1.

Attorneys 8 e S s e n 0. K. PUTNAM. AUTOMATIC TRAIN PIPE CONNECTOR.

APPLICATION FILED DEC. 26. 1911.

Patented Oct. 14, 1913.

Attorneys OLIVER K. PUTNAM, OF WORCESTER, MASSACHU$ETTS.

AUTOMATIC TRAIN-PIPE CONNECTOR.

Specification of Letters Patent.

Patented Oct. 14,1913.

Application filed December 26, 1911. Serial No. 667,754.

To all whom it may concern:

Be it known that I, OLIVER K. PUTNAM, a citizen of the United States, residing at Worcester, in the county of Worcester and State of Massachusetts, have invented a new and useful Automatic Train-Pipe Connector, of which the following is a specification.

The present invention relates to improvements in automatic train pipe connectors, the primary object of the invention be ng the provision of a novel form of collecting and port locking means, whereby the air brake, signal and steam heating pipes of a train may be automatically connected in continuity upon the coupling of the cars, a novel form of valve actuating mechanism being carried by the respective members of the connector whereby the control of the fluid through the train pipes is automatically actuated.

A further object of the present invention is the provision of a connector member provided with a reciprocatory pipe carrying head, normally projected exteriorly of the member by means of a spring, said head being provided with a stationary port carrying jaw and a pivoted locking aw adapted to coact with a similar member of an abutting head to lock the respective heads in port registration.

With the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed. it being understood that changes in the precise embodiment of invention herein disclosed can be made within the scope of what is claimed without departing from the spirit of the invention.

In the drawings-Figure 1 is a side elevation of two complete train pipe connectors coupled. Fig. 2 is a section taken on line 22 of Fig. 1. Fig. 3 is a similar section through one of the connectors with the head in projected position. Fig. 4 is a perspective view of one of the heads removed from the connector casing. Fig. 5 is a section taken on line 5-5 of Fig. 4. Fig. 6 is a section taken on line 6-6 of Fig. 4. Fig. 7 is a detail view of the plunger connection between the movable jaw of the head and the head. Fig; 8 is' a detail cross section of the main air valve. Fig. 9 is a detail view of a cam carried by the connector casing.

Referring to the drawings, A and B designate the two connectors which are connected to the proper portions at the abutting ends of the cars, the same being properly supported by means of the frame or yoke 1 so that the stationary member 2 of the connector is properly supported below the car coupler, to insure the registration of the connectors simultaneously with the coupling of the car couplers.

Each of the connector bodies or casings 2 is provided with the enlarged head portion 3, and slidably mounted within each casing is the connector head 4. Each head consists of the rigid collecting or registering jaw 5, the short abutment 6, and the pivoted registering and locking jaw 7. This jaw 7 is provided with the integral lug or abutment 8, which projects through the aperture 9 formed through one side of the head of the casing. Connected to this lug 8 is a link 10 which pivotally connects the said lug 8 to a sliding rod 11 carrying a plunger or piston 11 and mounted within the air cylinder 12 which is connected to the rear portion of the head 4. By this means the head 4 due to the engagement of the stationary jaw 5 of the mating connector head on another car, is moved inwardly from the position as shown in Fig. 3 to that shown in Fig. 2. The locking jaw 7 is forced by the air cylinder and piston rod 11 inwardly and against the outer face of the stationary aw 5 of the mating coupling head to force the respectlve jaws 5 into port registration, and also to prevent any leakage at the connection between the ports.

Each of the stationary jaws is provided with the connector ports 13 having the gaskets 14, which when the jaws 5 are in the position as shown in Fig. 2, form a non leaking joint between the respective air brake and signal pipes 15 and thus provide what is termed a tight side swipe or side butt joint between the train pipes.

In order to properly guide the connector head 4 within the casing 2 during their proection and retraction a pin 17 is pivotally connected to the rear of the member 4 and projected through the rear end 18 of the casing 2, a coil spring 19 being mounted upon the pin 17 between the rear end of the head 4 within the casing to normally hold the head 4 projected into the position as shown in Fig. 3.

In order to properly insure the operation of the air control, the stem of the valve 21 is so disposed that the movement of the head 4 will actuate the said valve to bring its ports 22 into and out of registration with the port 23 of head 4. This is accomplished by means of the lover or arm 25 being projected through the aperture 26, which is of such a length as to cause the respective end walls thereof to engage the lever 25 to shift the same from the position as shown in Fig. 3 to that shown in Fig. 2. p

In order to assist in guiding the connector head 4 from the position as shown in Fig. 3 to the position as shown in Fig. 2, a cam recess 27 is provided in one side of the head 4 for the reception of the cam projection 28 carried upon one wall of the member or casing 2, the same when in the position shown in Fig. 2 assisting as a locking means to hold the members 4 in proper port closing or registering position. This structure is clearly shown in Figs. 4 and 9.

The stem 29 of the valve 30 is provided with an abutment 31, which is positioned to be engaged by the free end of the spring 36 when the head 4 is moved from the position shown in Fig. 3 to that shown in Fig. 2 thus opening the valve automatically and permitting the flow of air through the train pipes upon the proper connecting of the heads 4. In order to provide a means to manually close the valve a lug 34 is connected to the stem 29 with a flexible connection 37 led thereaway from in a position to be pulled by a trainman stationed upon the car. The spring 36, as clearly shown, is carried by the casing, and has its forward free end in line to engage the lug 34 of the stem 29, and thus rock the valve from the position shown in Fig. 3 to that shown in Fig. 2. The reverse movement of the head due to the action of its spring 19, in its movement from the position shown in Fig. 2 to that shown in Fig. 3, causes the abutment 34 to slide in the opposite direction and upon the free end of the spring 36, which offers sufficient resistance to cause the valve to be moved from the position as shown in Fig. 2 to that shown in Fig. 3.

From the foregoing description taken in connection with the drawings, it is evident that the stationary jaws of the respective connector members are normally projected to insure the proper collecting or guiding of the respective heads into train pipe connecting position during the coupling of the car couplers and that by reason of the pivoted locking jaws 7, the depressing spring S, abutment 8 and piston 11, the jaws when in the position as shown in Fig. 2 will be properly locked together, and yet in a manner that will permit the easy unlocking thereof upon the disconnection of the car couplers and parting of the cars. As the head is projected by the spring 19, the air is closed by the valve 21 from entering the cylinder 12, and the lug 8 coming in contact with the forward wall of the slot 9 of the head 3 of the member 2, will open the aw 7 to assume the position as shown in Fig. 3.

WVhat is claimed is:

1. A train pipe connector, having a stationary casing, a spring projected connector head slidably mounted therein, an integral jaw and a pivoted collecting and locking jaw carried by the head, and co-acting means carried by the casing and collecting and locking jaw for moving the collecting and locking aw into locking position when the head is retracted, due to the registration thereof with a mating head of an abutting connector.

2. A train pipe connector, having a stationary casing, a spring projected connector head slidably mounted therein, an integral jaw and a pivoted collecting and locking jaw carried by the head, co-acting means carried by the casing and collecting and locking jaw for moving the collecting and locking jaw into locking position when the head is retracted due to the registration thereof with a mating head of an abutting connector, and train pipe ports carried by the integral jaw.

3. A train pipe connector, having a stationary casing, a normally projected connector head slidably mounted therein, said projector head being provided with an elongated stationary jaw disposed to project beyond the outer face of the casing, a locking jaw pivotally connected to the head and of lesser length than the stationary jaw, said locking aw being disposed for movement to and from the stationary jaw, the stationary jaw having upon its outer face near the end .a depression while the locking jaw in its inner face has an abutment, the abutment of the mating locking jaw registering with the depression of the other mating stationary jaw, and coacting means carried by the locking jaw and the casing for moving the locking jaw into engagement with the stationary jaw of the mating connector when the connection is made and the heads are retracted. In testimony that I claim the foregoing as my own, I have hereto aflixed my signature in the presence of two witnesses.

OLIVER K. PUTNAM. Witnesses:

SELINA WILLsoN, W. H. O. CLARKE.

Copies of this patent maybe obtained for five cents each, by addressing the Gommissioner of Patents.

' Washington, D. G. 

